US8142327B2 - Method for controlling the coupling and the decoupling of two motors of a parallel hybrid motive power group - Google Patents

Method for controlling the coupling and the decoupling of two motors of a parallel hybrid motive power group Download PDF

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US8142327B2
US8142327B2 US11/993,855 US99385506A US8142327B2 US 8142327 B2 US8142327 B2 US 8142327B2 US 99385506 A US99385506 A US 99385506A US 8142327 B2 US8142327 B2 US 8142327B2
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coupling
motor
torque
cap
decoupling
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US20100087289A1 (en
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Yvan Le Neindre
Gaetan Rocq
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1095—Inertia
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to controlling the coupling and the decoupling of the first motor and the second motor of a parallel hybrid drive train, and of a parallel hybrid drive train, for example, comprising a first electric motor and a second heat engine that can be coupled via a controlled clutch, and which are intended to drive a motor vehicle.
  • Parallel hybrid drive trains are drive trains that include a first motor that is generally electric and a second motor that is generally a heat engine, that can be coupled or decoupled via a controlled clutch so as to continuously optimize the use of the various energies available.
  • the electric motor is used either alone or coupled with the heat engine, in which case the electric motor can also operate in energy collection mode.
  • the coupling/uncoupling of the heat engine and the electric motor is achieved using the controlled clutch.
  • This assembly is controlled by control units, or more generally, computer systems dedicated to each of the components—heat engine, clutch, and electric motor—supervised by a main computer that determines the optimal operating mode of the drive train according to the vehicle operating conditions.
  • the dedicated control units for the components govern the coupling or decoupling of the heat engine and the electric motor under the most satisfactory conditions for the operation of the vehicle.
  • coupling and decoupling are carried out in conditions such that, at the moment the clutch closes or just before it opens, the electric motor and the heat engine are rotating at the same speed, and also such that there is continuity in the drive torque of the main shaft through which the drive train drives the gearbox.
  • Controlling these transitional phases for starting or coupling the heat engine and the electric motor is particularly important in a hybrid drive train, since these operating mode changes can occur more than 200 times per driving hour, regardless of the vehicle speed or the gear engaged.
  • transitional coupling and uncoupling phases must be as transparent as possible for the driver of the vehicle, so that the response time during an acceleration is minimal, the level of acceleration is consistent with the driver's wish, longitudinal comfort is maximized, and acoustic comfort is also maximized, in particular by avoiding engine overrevving and starting noises.
  • the strategy used to couple or uncouple the heat engine and the electric motor which consists in keeping the drive torque of the main shaft constant, generates significant disturbances to the comfort during starting phases; in particular, significant impacts can be felt especially on the first gear ratios of the gearbox.
  • the purpose of the present invention is to remedy this difficulty by proposing conditions for controlling the coupling or the decoupling of a heat engine and an electric motor of a parallel hybrid drive train, such that it does not generate impacts—or more generally, annoyances—at the moment these operating mode changes occur.
  • the object of the invention is a method for controlling the coupling or the decoupling of the first motor and the second motor of a parallel hybrid drive train of the type that comprises a first motor that drives a main shaft, a second motor, and a coupling/decoupling means for the second motor and the first motor, maneuverable between an open position and a closed position, according to which the drive train is controlled so that the rotation speed of the main shaft remains unchanged at the moment of coupling and decoupling, characterized in that a control law is used to control the drive train that generates a discontinuity between the torque Cap,d delivered to the main shaft when the first and second motors are decoupled and the torque Cap,c delivered to the main shaft when the first and second motors are coupled, which is selected so as to offset the difference between the inertia Jap,d carried by the main shaft when the first and second motors are decoupled and the inertia Jap,c carried by the main shaft when the first and second motors are coupled in order to maintain a continuity in the
  • the drive train is controlled so that, after the coupling/decoupling means maneuver, the torque delivered to the main shaft is equal to the target torque setpoint Cap,c,v or Cap,d,v for the main shaft that corresponds to the state—coupled or decoupled, respectively—of the coupling/decoupling device at the end of its maneuver.
  • a sudden discontinuity can be generated in the torque setpoint Cap,v(t) for the main shaft, which is targeted at each instant, that is equal to the difference between the main shaft torque setpoint Cap,d,v when the motors are decoupled and the main shaft torque setpoint Cap,c,v when the motors are coupled.
  • the sudden discontinuity in the torque setpoint Cap,v(t) for the main shaft, which is targeted at each instant, is preferably generated at the instant when the coupling/decoupling device reaches the closed position.
  • a coupling time Tempo can be defined, as well as an optimal torque setpoint for the second motor Cmot 2 , op , and we control the closing of the coupling/decoupling device so that the setpoint Cemb(t) for torque delivered by the coupling/decoupling device varies linearly over time, so that at the end of a time equal to Tempo after the moment when actuation of the coupling/decoupling means begins, the setpoint for torque delivered by the second motor is equal to the optimal torque setpoint Cmot 2 , op for the second motor.
  • the second motor can be controlled so that the setpoint Cmot 2 , d for torque delivered by the second motor just before the instant the device begins to open is equal to the difference between the target torque setpoint Cap,c,v for the main shaft if it were not decoupled and the setpoint Cap,d,v for torque delivered by the main shaft after decoupling; and the first motor can be controlled for torque so that the setpoint Cmot 1 , v ( t 1 ) for torque delivered by the first motor at the moment the coupling/decoupling means begins to open is equal to the post-decoupling target torque setpoint Cap,d,v of the main shaft, and so that throughout decoupling, the sum of the setpoints for torque delivered by the first motor at each instant Cmot 1 , v ( t ) and the second motor at each instant Cmot 2 , v ( t ) is equal to the setpoint Cap,c,v for torque delivered to the main shaft when the motor
  • the coupling/decoupling means is suddenly opened so that from the instant it finishes opening—which is when the coupling/decoupling means is completely open—the torque transmitted to the main shaft is equal to the torque Cap,d,v targeted after decoupling.
  • the first motor is an electric motor, for example; the second motor is a heat engine, for example; the coupling/decoupling means is a controlled clutch, for example; and the drive train is the drive train of an automobile, for example.
  • the invention also concerns a parallel hybrid drive train for propelling an automobile, including a first motor, a second motor, a coupling/decoupling means for the first motor and the second motor, and a control means that implements the method according to the invention in order to control the coupling or the decoupling of the two motors.
  • the control means preferably includes at least one computer and the control method is implemented using an appropriate computer program.
  • FIG. 1 schematically represents a parallel-mode simple hybrid fraction drive for the wheel of a motor vehicle
  • FIG. 2 schematically represents the control laws used for coupling the heat engine to the electric motor in a parallel hybrid drive train.
  • FIG. 3 schematically represents the control law used for decoupling the heat engine and the electric motor of a parallel hybrid drive train.
  • This hybrid traction drive includes a drive train, generally referenced 1 , made up of a first motor 11 , which is an electric motor, or more generally, an electrical machine that can operate as a generator as well as a motor, and a second motor 12 , which is a heat engine, with the two motors—electric and heat engine—able to be coupled via a coupling/decoupling means 13 , which is generally a controlled clutch.
  • a first motor 11 which is an electric motor, or more generally, an electrical machine that can operate as a generator as well as a motor
  • a second motor 12 which is a heat engine, with the two motors—electric and heat engine—able to be coupled via a coupling/decoupling means 13 , which is generally a controlled clutch.
  • This drive train is controlled by a control means, generally referenced 2 , made up of a local computer 21 for controlling the first motor 11 , a second local computer 22 for controlling the second motor 12 , a third local computer 23 for controlling the coupling/decoupling means 13 , and a supervising computer 24 responsible for giving instructions to the local computers 21 , 22 and 23 .
  • a control means generally referenced 2 , made up of a local computer 21 for controlling the first motor 11 , a second local computer 22 for controlling the second motor 12 , a third local computer 23 for controlling the coupling/decoupling means 13 , and a supervising computer 24 responsible for giving instructions to the local computers 21 , 22 and 23 .
  • the computer 24 receives information and instructions from various sensors located on the vehicle, in a manner known in itself to the person skilled in the art.
  • the drive train 1 drives a main shaft 14 , which is the input shaft of a gearbox 15 , which drives an output shaft 16 , which drives at least one wheel 17 of the vehicle.
  • the wheel 17 is subjected to a resisting torque as well as a motor torque, which is the drive torque of the output shaft 16 , and the acceleration of the mechanical assembly is equal to the ratio of the difference between the motor torque and the resisting torque divided by the moment of inertia seen by the mechanical system, i.e., by the sum of the moments of inertia of the driven masses with respect to the axle 16 .
  • C r ,res is the resisting torque seen by the wheel drive shaft 16
  • J v is the modulus of inertia of the vehicle seen by the wheel drive shaft 16
  • C m ,r is the motor torque seen by the wheel drive shaft 16
  • J m ,r is the modulus of inertia of the entire drive unit seen by the wheel drive shaft 16
  • ⁇ r is the angular speed of the wheel
  • the main shaft 14 is subjected to a drive torque Cap that corresponds to the sum of the torque transmitted to it by the first motor and the torque optionally transmitted to it by the second motor through the coupling and decoupling means.
  • the inventors have observed that the inertia actually carried by the main shaft varies according to whether the first motor and the second motor are coupled or decoupled.
  • the main shaft drives only the inertia of the first motor.
  • the main shaft 14 is driving masses whose inertia corresponds to the sum of the inertias of the first motor and the second motor.
  • the inventors discovered that the longitudinal impact felt at the moment the coupling/decoupling means suddenly closes or opens when coupling or decoupling is carried out at a constant torque was due to the difference between the inertias carried when the motors are coupled versus when they are decoupled.
  • the inventors also newly discovered that the effect of the impact could be eliminated with a discontinuity in the main shaft drive torque at the moment the coupling/decoupling means suddenly closes or opens.
  • the acceleration of the main shaft 14 d ⁇ ap/dt is equal to the difference between the drive torque of this main shaft and the resisting torque to which it is subjected, divided by the inertia that this main shaft must drive.
  • control system 2 implements a control law precisely formulated to generate such a discontinuity at the most appropriate moment for preventing discontinuities in the acceleration of the vehicle.
  • the first motor is controlled for torque, which means that for the local computer that controls it, at each instant we define a torque setpoint to be followed.
  • the second motor is controlled only for speed when it is decoupled, and for torque when it is coupled.
  • the coupling/decoupling means is controlled for torque, and it changes from an open to a closed position.
  • the beginning of the transition from the open to the closed position is called synchronization.
  • the coupling/decoupling means When the coupling/decoupling means is open, its transmittable torque is zero. When it is closed, its transmittable torque is maximized. Between these two positions, the degree to which the coupling/decoupling means closes is adjusted according to the torque setpoint so that, at each instant, the maximum transmittable torque is equal to the corresponding torque setpoint.
  • the setpoints for the various components can be variable over time; for example, they can follow a ramp defined to change linearly from a first value at an initial instant to a second value at a final instant.
  • the setpoints can also be constant over a given time interval, or can suddenly jump in value at a given instant.
  • Jap,c and Jap,d are the moments of inertia of the masses driven by the main shaft when the motors are coupled and decoupled, respectively.
  • the second motor is controlled for speed, i.e. for rotation speed, so that at instant t 0 , its rotation speed is greater than the rotation speed of the main shaft.
  • the supervising computer 24 then gives instructions to the local computers 21 , 22 and 23 to start the coupling process at instant t 0 .
  • the second motor is controlled for rotation speed in such a way that its rotation speed at instant t 1 when the coupling/decoupling means closes is equal to the rotation speed of the main shaft.
  • the torque setpoint Cmot 2 ( t ) for the second motor follows a ramp parallel to the torque setpoint ramp for the coupling/decoupling means Cemb(t), which is offset with respect to this latter ramp by the value of the main shaft torque setpoint jump ⁇ C, so that at instant t 3 , the torque setpoint for the second motor is equal to the optimal torque setpoint for the second motor.
  • the torque setpoint targeted at each instant for the main shaft Cap,v(t) follows a first ramp during period P 1 , starting from the torque value before coupling Cap,d, and at instant t 2 , after the coupling/decoupling means closes, it reaches the target setpoint for the decoupled main shaft Cap,d,v.
  • the two motors are coupled, and are driving the main shaft; the coupling/decoupling means is transmitting a torque to the main shaft that is equal to the torque of the second motor; the main shaft is driven by a torque equal to the sum of the torques provided by the two motors.
  • the two motors are decoupled and the first motor alone is driving the main shaft.
  • the two motors are controlled for torque.
  • the target torque for the second motor is greater than the target torque for the main shaft when coupled, as shown in the figure; the torque of the first motor is less than zero, which means that it is operating as a generator, and the sum of the torques targeted for the first motor and the second motor is equal to the target torque for the main shaft when coupled.
  • the coupling/decoupling means begins to open laterally, so that it is completely open at instant t′ 2 .
  • the second motor After instant t′ 2 , the second motor no longer participates in the operation of the drive unit, and this second motor can then be controlled for speed.
  • This discontinuity in the setpoint for torque transmitted to the main shaft corresponds to the discontinuity needed to eliminate the effects of the discontinuity in driven inertia, and consequently, to obtain continuity in the acceleration of the vehicle.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Multiple Motors (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
US11/993,855 2005-06-27 2006-06-23 Method for controlling the coupling and the decoupling of two motors of a parallel hybrid motive power group Expired - Fee Related US8142327B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0506515 2005-06-27
FR0506515A FR2887496B1 (fr) 2005-06-27 2005-06-27 Procede pour piloter le couplage ou le decouplage des deux moteurs d'un groupe motopropulseur hybride parallele
PCT/FR2006/050628 WO2007000554A2 (fr) 2005-06-27 2006-06-23 Procede pour piloter le couplage ou le decouplage des deux moteurs d’un groupe motopropulseur hybride parallele

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US20100087289A1 US20100087289A1 (en) 2010-04-08
US8142327B2 true US8142327B2 (en) 2012-03-27

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EP (1) EP1896280B1 (fr)
JP (1) JP4582554B2 (fr)
CN (1) CN101213122B (fr)
AT (1) ATE480418T1 (fr)
BR (1) BRPI0613208A2 (fr)
DE (1) DE602006016795D1 (fr)
FR (1) FR2887496B1 (fr)
WO (1) WO2007000554A2 (fr)

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US9533678B2 (en) 2011-07-13 2017-01-03 Friedrichshafen Ag Method for controlling a hybrid drive train of a motor vehicle

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DE102007050825A1 (de) * 2007-10-24 2009-04-30 Zf Friedrichshafen Ag Hybridantriebsanordnung und Verfahren zum Steuern und/oder Regeln einer Hybridantriebsanordnung eines Fahrzeuges
DE102007050774A1 (de) * 2007-10-24 2009-04-30 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs
DE102007055740A1 (de) * 2007-12-10 2009-06-18 Zf Friedrichshafen Ag Verfahren zum Steuern und/oder Regeln zumindest einer Teillastübernahme bei einer Hybridantriebsanordnung
FR2999138B1 (fr) * 2012-12-06 2015-01-02 Peugeot Citroen Automobiles Sa Procede de controle de couples lors du demarrage du moteur thermique d'un vehicule hybride, pour passer d'un mode electrique a un mode hybride
JP6273740B2 (ja) * 2013-09-25 2018-02-07 いすゞ自動車株式会社 ハイブリッド車両とその制御方法
US11074777B2 (en) 2018-10-05 2021-07-27 Ags Llc Semi-transparent sidewall displays for gaming cabinets operable in synchronism with content of gaming action provided on primary frontal displays
FR3089162B1 (fr) * 2018-11-30 2022-10-14 Renault Sas Procédé et système de contrôle continu de l’accélération d’un véhicule automobile hybride
FR3106629B1 (fr) 2020-01-27 2022-01-14 Psa Automobiles Sa Contrôle du couple moteur à combustion d’un véhicule automobile lors de la fermeture de l’embrayage

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Publication number Publication date
JP4582554B2 (ja) 2010-11-17
CN101213122B (zh) 2011-02-02
JP2008546598A (ja) 2008-12-25
CN101213122A (zh) 2008-07-02
DE602006016795D1 (de) 2010-10-21
BRPI0613208A2 (pt) 2012-10-09
ATE480418T1 (de) 2010-09-15
WO2007000554A3 (fr) 2007-05-31
FR2887496A1 (fr) 2006-12-29
US20100087289A1 (en) 2010-04-08
EP1896280B1 (fr) 2010-09-08
WO2007000554A2 (fr) 2007-01-04
EP1896280A2 (fr) 2008-03-12
FR2887496B1 (fr) 2007-09-14

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